I found an article about somebody converting a 91 Aerostar to run on electricity.

Here is a picture of the electric motor connected to an M5OD manual transmission:

Here is a link to the article: http://www.evconvert.com/article/motorheads
Here's another link: http://www.carculture.com/albums.php?albumId=3070

I am curious why they need a manual transmission if they are converting to electric. Did you see any explanation of why? I think that electric conversions usually just run the electric motor at whatever speed they need without using a gearbox.

It wasn't mentioned in the article, but the reason they usually use a manual compared to an automatic is because of the time lag for the transmission to build up hydraulic pressure to shift. The front pump has to reach a predetermined amount of RPMs to create hydraulic pressure. This is a problem if you start from a dead stop with an electric motor. One way around this is to use a small hydraulic boost pump, but it will require electricity all of the time (even when you are sitting in traffic). This will put a strain on the batteries causing them to lose their charge faster.

I'm asking why they bother using a transmission at all. An electric motor isn't like a regular internal combustion engine w/r/t a torque band. It can operate from 0 rpm up to the rated maximum rpm. So why have a transmission at all? It seems like all you need is an appropriate reduction gear in the differential and off you go.

They installed a DC motor which is reversible if you reverse the polarity unlike the AC motors which are used in factory hybrids.

Actually in the Toyota HSD, they take the DC voltage from the battery, boost the voltage and invert to 3 phase AC to drive the motor(s). They can drive the motors either direction and/or generate electric power. There is no gearbox, just a fixed gear differential. To reverse the car, they have to drive the traction motor in reverse because there is no reverse gear.

Most of the electric conversions I have seen don't appear to use mulitple gearing - I'm curious why they decided to do it for this Aerostar project.

I've seen them use transmissions before...

I think it would increase your speed and torque capabilities. Because you'd have to have a motor either spin really fast or have gobs of torque to work with only one gear. This way you can use a smaller motor and use less power. It probably also helps pulling around the nearly 2.5 ton van.

I have big electric motors in my drill press, and drain cleaning snake. Even though they have a high HP rating compared to a cordless electric drill, I could hold them back with my hand, but I can't hold back my cordless drill. It's all in the gears. The big machines don't have gears. They use pulleys with belts. The cordless tools use small gear boxes. I think the Prius uses a version of a CVT. They call it the synergy drive. It looks triangular on a diagram. I'm sure that Dogfriend has more information on it.

Here's an 86 electric Aerostar: http://www.evalbum.com/517. It has a 206 volt electric motor, and a 2 speed transmission running both rear wheels.

Having a two speed rear axle makes sense to me. I'm not sure why you would need a 5 speed transmission though.

Re: Toyota's HSD (hybrid synergy drive): It does function as a CVT (Toyota calls it ECVT) but it doesn't have anything in common with the belt and cone type CVT.

The HSD has the engine (ICE for Internal Combustion Engine in Hybrid speak) and two separate electric motors that are all connected by a planetary gear set. Toyota calls it the PSD (power split device). The gear set is fixed with 72% of the torque from the ICE going to the wheels and 28% going to one of the electric motors (MG1 for motor/generator 1). The other electric motor is directly connected to the wheels (MG2).

In operation, most of the time, the ICE and MG2 combine to send torque to the wheels while MG1 is used to keep the ICE rpm in the most optimum range. With a ScanGauge to read rpm, you can accelerate while keeping the ICE rpm constant (say 2400 rpm) and then you let up on the pedal when you reach the speed you want and the revs will drop depending on demand. You can cruise with the engine turning very slowly (say 1300 rpm) or if the power demand is low the ICE can turn off altogether.

http://auto.howstuffworks.com/hybrid-car7.htm

On the link above, MG1 is the generator and MG2 is the electric motor. In some modes, they can actually reverse roles, and MG2 is used to regenerate power on braking.

Does Toyota have plans to use this system in their other hybrid vehicles? What about other companies with hybrid technology? Do they use a similar power distribution system? This diagram has a lot of information:

They use variations of the same HSD system in the Camry hybrid, the Highlander hybrid, and the Lexus hybrids. In some of the Lexus vehicles, they use a second PSD to improve the high speed performance.

Ford uses a very similar design in the Escape hybrid and in the Fusion hybrid that will be introduced soon.

This design was originally invented by TRW back in the 60's but the electronics to make it practical was not available until the 90's.

http://www.google.com/patents?id=sDtsAAAAEBAJ&dq=Baruch+Berman

This link has some information about the history of Ford electric vehicles (there's even an 88 electric Aerostar: http://media.ford.com/article_display.cfm?article_id=29678

FORD ELECTRIC VEHICLE HISTORICAL HIGHLIGHTS DETROIT, Jan. 11, 2009 – Ford Motor Company is committed to evolving the automobile to meet the changing needs of society, and the consumer. This sprit of innovation that originated with Henry Ford continues today with strategic alliances that are designed to take Ford into the next century. Below are some of the highlights of Ford’s electric vehicle development history:

1913 – 1914
Henry Ford and Thomas Edison developed at least two experimental electric vehicles together; Contrary to popular belief, Ford did not produce an electric version of the Model T.

1966 – 1967
Comuta – the Ford Research Staff was asked to study the possibilities of a small electric city car – the result was the Comuta experimental prototype. The Comuta was equipped with four lead-acid batteries connected in series to give 48 volts and had a top speed of 25 mph and a maximum range of 40 miles on a full charge.

1979 – 1980
Ford’s electric car research and development program showed off a Ford Fiesta experimental vehicle with a nickel-zinc battery that was developed jointly with Gould Inc. The top speed was 65 mph and the maximum range was 100 miles at steady driving speeds on a full charge.

1988
ETX-II – this electric Aerostar research vehicle, developed in partnership with the U.S. Department of Energy, was first powered by a lead-acid battery and then by a sodium-sulfur battery. The ETX-II had a top speed of 65 mph and a 100 mile driving range on a full charge.

1991
Connecta – an electric vehicle concept that featured a sodium-sulpher battery that could be recharged by normal household current or special 220 volt outlets.

1992 – 1993
Ecostar – based on Ford’s European Escort, was a two seat panel van used in an 84 vehicle inner city fleet pilot program. The constant on-off, stop and go driving that takes place on city streets provided the best testing for the sodium-sulphur battery. The Ecostar panel van had a top speed of 70 mph and a maximum range of 100 miles on a full charge.

1998 – 2000
Ranger EV/Postal Program – the Ford Ranger at this time was the most widely distributed commercial electric vehicle. Most of the 2000 vehicles produced were sold or leased to utility companies and government agencies. The Ranger EV/Postal vehicles ran on lead-acid and nickel metal hydride batteries. The maximum speed was 75 mph, and the range was 30-70 miles on a full charge.

Ford Research & Advanced Engineering Europe developed the first full electric vehicle equipped with a Lithium-ion battery. The two demonstrators were based on a Ka with no compromise in the interior space. Under real-world conditions, the e-Ka provided a range of 150 km and a top-speed of 130 km/h. The e-Ka included a portfolio of advanced technologies, such as several lightweight materials and an Electric Power Assist Steering (EPAS) system.

2001 – 2002
TH!NK City and Neighbor – the TH!NK City was a compact two-seat vehicle constructed of recyclable thermoplastic and were part of a 400 unit pilot program. The City vehicles were powered by nickel cadmium batteries and had a top speed of 55 mph and a 40-50 mile range on a full charge. TH!NK Neighbor was a two or four seat personal mobility vehicle designed for short commutes around closed communities, industrial sites and private resorts. 7200 vehicles were produced. The Neighbor vehicles were powered by lead-acid batteries and had a top speed of 25 mph and a 20-30 mile range on a full charge.

2004
Escape Hybrid -- the first hybrid electric production vehicle from Ford debuts.

I think some of the Ranger EV's are still cruising around in California.

I think that within a few years we will be seeing more Plug In Hybrids and straight Electric vehicle on the road. It depends upon how fast oil prices rise once the economy starts to recover.

Popular Mechanics has an archive online from their September 1991 issue on the Aerostar ETX-II: http://books.google.com/books?id=qu...ok_result&ct=result&resnum=21&ved=0CEgQ6AEwFA

Here's an article about a 1994 electric conversion: http://www.evalbum.com/3415

Your going to need a transmission to put power to the diff. Many VW are going electric. And the buss is a big hit. I'm a Vw person have many out of print repair manuals. The trans gives you power to the diff and gearing. An electric motor gives 100% of its tork as soon as its energies so having a trans gives you some control. Yes they use a voltage controller which acts as a gas pedal but gearing is important you don't want 1to 1 power and hookup. There's plenty of room for golf cart Battries. I have to look in my Vw library there's a California company which makes the kits to adapt motor to trans speed controllers ect.. If you can't find it let me know. This company is big on u tube for elec conversions and it's money. Around 10 grand to do a import pick up or Vw. The company stands behind there work and have free how to on u tube on install if you want to peice this project to work. Fork lift battries are also used so if you can get them instead of golf cart unit your better off. If you thing an Aerostar is heavy stock put in a 1,000 pounds of battery and electronic and they must be placed right so your not driving in left hand circle because you balance is off. Now in ny were its cold electric might not be a good idea for wet cell battries as a posed to California.
Just my 2 cents on the matter

This is probably the place you're talking about with adapter plates, motors, controllers, and other parts: http://www.ev-propulsion.com/adapterscouplers.html

No but if your really interested I'll go into the garage and open up my 2 crates of vw books and find the company. Just email me

Www.ev4unow.com they run work shops and free u tube videos